Automobile clutch and brake controlling mechanism.



v NTO s 2 SHEETS-4311321 1.

Patented Nov. 1, 1910. Y

AIPLIOATION FILED MAY 20, 1909.

H. M. KUGLER & W. T. CLARK. AUTOMOBILE GLUTOH AND BRAKE CONTROLLINGMECHANISM.

WITNESSES:

v H. M. KUGLER & W. T. CLARK. AUTOMOBILE CLUTCH AND BRAKE CONTROLLINGMECHANISM.

\ APPLIOATION FILED MAY 20, 1909. I 974,281 Patented Nov. 1, 1910.

2 SHEETS-SHEET 2.

- WITNESSES: INVENTORS .77 .2. g wy Y w wwlafz.

ATTORNEY {UNITED STATES P TENT OFFICE.

HENRY M. KUGLER AND WILLIAM '1. CLARK, OF BUFFALO, NEW YORK.

AUTOMOBILE CLUTCH AND BRAKE CONTROLLING MECHANISM.

Specification of Letters Patent.

Application filed May 20, 1909.

Serial No. 497,374.

T all whom it may concern:

Be it' known that we, HENRY M. KUGLER and WILLIAM T. CLARK, citizens ofthe United States, and residents of Buffalo, county of Erie, and Stateof New York,

- have invented certain new and useful Imspeed, Attempts have been madeto produce provements in Automobile Clutch and Brake ControllingMechanisms, of which the following is a full, clear, and exactdescription.

This invention relates to controlling mechanism for the clutches andbrakes of automobiles and is particularly adapted for use on thosevehicles which are propelled by means of explosive engines.

In producing our invention We have sought to provide a means which wouldeffectively control the brake and clutch mechanism of any vehicle and atthe same time perform such service in an eflicient and simle way. WVehave also sought to produce a rake and clutch control for vehicles ofthe class named which could be easily and cheaply manufactured and onewhich would not easily get out of order.

It is well known to those skilled in the art that brakes which arecontrolled by foot power or manual means are very diflicult to controlwhen applied to high power machines or any machines running at a highair brakes for automobiles but devices of that character have heretoforebeen very expensive to manufacture and so complicated in design thatthey easily get out of order. 'In producing our invention We haveovercome the disadvantages already set forth.

The many advantages which will result from the use of our invention willbe evident to those skilled in the art from the following descriptionand the accompanying drawings. We have shown in the accompanyingdrawings a diagrammatic representation of our braking means as appliedto an automobile and in these drawings: Figure 1 shows that part of ourinvention which is connected to the cylinders of an engine and thecontrolling means whilein Fig. 2 there is shown our invention asconnected to the fluid reservoir and the brake and clutch control. Fig.3 is an enlarged View of a priming cup and check valve combined which isdesigned to be connected with the engine cylinders.

It will be apparent that the complete invention can be readily seen byplacing side byside Figs. 1 and 2 of the drawings.

In the succeeding description and claims the term fluid will be used todescribe the engine exhaust gases which are employed as the source ofpower to operate the mechanism herein shown and described. It will beunderstood, however, that by the term t )7 engine exhaust gases but airor any other form of gases or fluids which are capable of furnishingpower to operate the mechanisms comprised in our invention.

5 represents the base of an ordinary gas engine and 6 the fly-wheel ofthe engine. The four cylinders of the engine arerepresented at 7. Y r

8 represents partly in section and partly in elevation the engineexhaust fluid controlling means.

9 is a compression retaining valve; 10 a pressure reducing valve; 11 aclutch controlling valve; 12 an exhaust fluid cylinder and 13 a fluidreservoir.

14; represents an ordinary automobile wheel equipped with a band brakeand 98 represents an ordinary automobile clutch.

This is illustrated only for the purpose of clearness in description andrepresentation, 1t be1ng understood that brakes other than band brakesmay be as readily controlled by our invention as that shown in Fig. 2.

Suitably secured to each of the engine cylinders'7 is a combined primingcup and check valve 16. This combined priming cup and check valve may beplaced at any position on the cylinders where it will receive pressurefrom the explosion of the engine ut preferably in the position where theordinary priming cup is secured. For convenience in the drawlng thecombined priming cup and check valve is showirin a position somedistance above the lowermostposition of the piston. The combined primingcup and check valve comprises a priming cup 17 connected with a port 18,said port leading into the cylinder heads of the engine in the ordinaryway. A cut-out valve 19 is provided for closing or opening the port 18in the usual manner. A'port 20 leads from the cylinder 7 to a checkvalve 21. The normal position of the check valve is such that the engineexhaust fluid will pass upwardly through the port 20 but cannot passdownwardly therethrough. A cutout valve 22 is arranged so that whendesired the port 20 may be opened or closed in Patented Nov. 1, 1910.

we mean to include not only the the same manner as the cut-out valve 19is adapted to conduct the exhaust fluid passing governed entirely-byadapted to have a The normal tendency of provided with a similar flange30 will thus maintain 'of the engine very easy.

upwardly through the port 20 to the pipe 24 and thence to thecompression retaining valve 9. The compression retaining valve 9 isprovided with a port 25 leading from the pipe 24 and a port 26 leadingfrom the port 25. A needle valve 27 is adapted to be seated over theport 26 and when so seated it prevents any gasesfrom passing from theport 25 to the port 26. Within the valve casing 9 we provide a spring 28one end of which rests against the under side of the plug 29 and theother end rests against'the diaphragm base'30.' The plug 29 isscrewthreaded to mesh with corresponding threads in the valve casing 9at the top of the valve casing. The diaphragm base 30 is slight verticalmovement within the lower part of the valve casing 9 the spring 28 is tobase 30 downwardly.

force the diaphragm 28 is governed by the Tension on the spring positionof the plug 29.

.ing 33,1which is adapted to carry the needle valve 27, is screwed intothe bottom of the diaphragm base30 as clearly shown in Fig. 1. Thecasting 33 is provided with a flange 33 and the bottom of the diaphragmbasg is tween the flange 30 of the diaphragm base 30 and the flange 33of the casting 33 we place a diaphragm 34 which is adapted to.

seat itself around its entire circumference on a shoulder 35 formed inthe casing 9 of the pressure retaining valve 9.

It .will be seen from the foregoing description of the compressionretaining valve 9 that when a pressure from the engine cylinder existsin the port 25 this pressure will exert itself upon the diaphragm 34 andslightly raise it so that the needle valve 27 will be lifted slightlyaway from its seat and ,thus. allow the exhaust fluid to pass from theport 25 into the port 26. The valve 9 the compression in thecylinders"?v and thiswill make the starting When'the pressure of theengine exhaust diminishes or gets below the predetermined point thediaphragm will, on account of the tension of the spring 28 be throwndownwardly, thus seating the needle valve 27 and closing the port 26.

The amount of pressure necessary .to raise the needle valve 27 from itsseat maybe the position o'fthe plug 29 in the valve casing 9 so thatadjustment can be made to maintain the required compresslon in thecylinders 7. The port 26 The position of the plug 29-may be ad usted asdesired by turn-" guide plate 63.

leads into a pipe 36' and the pipe 36 leads i into a p1pe 37 which thenleads into the exhaust fluid reservoir 13. A pipe 38 leads from thepipes 36 and 37 into a port 39 in the pressure reducing valve 10.Leading from the port 39 are passages '40 through which the exhaustfluid may pass into a port 41 thence into the ports 42 and 43/ unlessthe valve 44 closesthe "passageway from the port 41 to the port 42 Thevalve 44 is mounted upon a stem seat itself on the seat 46 leading fromthe 45 and it is adapted to port 41 to the port 42. The spring 47 sur- 7rounds the'stem 45 and one end of the spring rests against the castingthrough which the passage ways 40 are made and the other end restsagainst the valve 44'. Mounted within the casing of the valve 10 is adiaphragm 48 which rests upon a shoulder 48 throughout itscircumference. This dia-[ phragm 48 is held between the flange 49preferably made integral with the stem 49 and the flange 50 which isscrew-threaded to the stem 49. The lower end of the stem 49 is adaptedto contact with the top of the valve 44-and the upper end of the stem isadapted to have a slightly vertical -move ment within the casting of thevalve 10 as clearly shown in Fig. 1. A spring 51 at its lower end restsagainst the flange 49 and the u per end rests against a plug 96screwthreaded to the casting of the valve 10. The tension of the spring51 is such that any pressure below a predetermined pressure will notthrow the diaphragm 48 upwardly. If, however, a pressure greater thanthe'predetermined pressure exists in the port 42 the diaphragm 48will'be thrown upwardlythus drawing the stem 49 awayfrom the valve 44and allowing the valve 44 to be seated on its seat 46. This action willclose the opening from the port 41 into the port 42. Any lower pressurewill allow fluid to pass from the port leads from the port 43 to thefluid controlling means' 8. These fluid controlling means are providedwith .a plug valve 53. This lug valve 53 is revoluble by means of thehandle-54and is provided with ports 55 and 56 which at differentpositions of the plug 41 into the port 42. A pipe 52 valve will registerwith ports 57, 58, 59, 60,

54 is provided with a lock pin 98 controlled' by the operator which isadapted'to lock the handle 54 in any of the positions A, B, C, D, E or Fon the When the handle 54 is thrown to the position A on the'guide plate63 the port 57 will register with the port' a 55 so that the fluid willbe conducted through the pipes 64 and 65 into the'brake'cylinder 12. Thebrakelcylinder' 12 is providedwith way to the arm 101.

and forth in a slot 69 of the arm 70 of.

the bell crank 70. This bell crank 70 is rotatably mounted on a shaft 71carried by the frame of the machine. The arm 70 of the bell crank 70 ispivotally connected with levers 72 and '73. The lever 73 is pivoted at99 and its upper end isengaged with the sliding clutch member 100 in anysuitable manner. A' spring 75 is placed within the piston cylinder 12and has one of its ends resting against the cylinder head 76 and theother against the piston head, 66. The normal tendency of this spring 75is to throw the piston head 66 away from the cylinder head 76. A spring77 is'placed with in the piston cylinder 12 and one end rests againstthe piston head 66' and the other against the cylinder head 78. Thenormal tendency of this spring is to throw the piston head 66 away romthe cylinder head 78. Leading from the cylinder head 78 is a pipe 79which leads to the port 58 in the fluid controlling means 8. The port 58registers with the port 56 when the plug valve 53 is in certainositions.

It will be noted that the slot 69 in the arm 70' of the bell crank 70has a straight portion 69 and an angular portion 69*, the straightportion 69 being much longer than the angular portion 69 The hand brake74 is secured as shown or in any other suitable The arm 101' isconnected to the pin 68 by means of levers 102, 103, 104 and 105, theupper slotted end of the last mentioned lever is engaged with'the pin68. At some suitable point in the lever 105 is fixed a pin 106 whichslides in the slot 107 provided in one end of the lever 104. The slot106 in the lever 104' is of such a length that while the pin 68 istraveling through the angular portion 69 of the slot 69 there will be nomovement of the lever 104. When the pin 68 reaches the straight portion69 of the slot 69 the pin 106 carried by the lever 105 will-be at theinner end of the slot 107 in the lever 104 and will then operate uponthis lever and the series of levers connected thereto in a manner to setthe brake as hereinafter described. When the piston head 66 travels fromeither its "normal position as shown in Fig. 2 or from the cylinder head76 to a position just past the pipe 80 the piston rod 67 will move thearm 70* of the bell crank 70 from either the position shown'in full orthe lower position shown in dotted lines to the upper position shown indotted lines in Fig. 2. During this travel the piston pin 68 to whichthe piston rod 67 is secured will travel from the upper end of theangular portion 69 of the slot 69 down to the straight portion 69 ofthat slot.

When the piston head 66 travels from the pipe 80 to the shouldered ends78 of the piston head 78 the pin 68 will travel along the straightportion 69 of the slot 69. The travel of the pin 68 through the an ularportion 69 of the slot 69 operates to isengage the clutch mechanism.When the pin 68 has reached the straight portion 69 of the slot 69 thepin 106 carried by the lever 105 will have reached the inner end of theslot 107 in the lever 104 and a further travel of the pin 68 through thestrai ht portion 69 of the slot 69 will not ony serve to keep'the clutchin its uncoupled position but will operate the levers 105, 104, 103 and102 and thus apply the brake 74 on the vehicle. It will be seen that itis impossible to force the clutch in when the brake is set since theposition of the pin 68 in the slotted coupled position while the brakeis set.

The pipe 80 leads from the brake cylinder 12 to the clutch controllingvalve 11 and connects with a port 81 in the last mentioned valve. Thisvalve is constructed ve similarly to the pressure reducing va ve 10. Theports in the valve 11 are arranged somewhat ditferentl from the ports inthe valve 10 but the va ve mechanism itself is substantially the same.Suitably seated within the upper valve casing 11 is a valve stem 82adapted to move vertically within the valve casing. The valve casing ofthe valve 11 is preferably made in three parts 11, 11 and 11. The valvestem 82 is provided with a flange 82 and between the flange and the plug97 which is screw-threaded to the inside part of the valve casing 11 ofthe valve 11, is placed a spring 83 the normal tend ency of which is tohold the flange 82 downwardly. A shoulder is formed between the parts 11and 11 of the valve 11 and these two parts are screwthreaded with eachother as clearly shown in Fig. 2. A diaphragm 84 rests throughout itsperiphery on the shoulder formed between the parts 11 and 11 of thevalve casing and is held between the flange 82 of the stem 82 and a jamnut 85 carried by the said stem 82. The stem 82 passes through the valvecasing part 11 and likewise through a port 86 in the valve casing part11. A valve 87 is secured to the lower end of the stem 82 and has itsseat in the port 86. A nut cap 88 is screw-threaded to the valve casingpart 11 and is provided so that easy access can be obtained to the valve87 and thus allow its repair or regulation.

As shown in Fig. 2 the valve casing parts 11 and 11 are screw-threadedto eachother but it will be evident that these two parts could be madein one part if desired. The

valve casing part 11 is provided with'ports 89 and 90 which connect witheach other union is formed between the valve casing part 11 and the pipe92 by means of a flange nut 94. 1

Having thus described the several parts of our invention we will nowdescribe its pipe 23.

cylinder 7 by regulating method of operation. Assuming that the fluidreservoir 13 is empty and that it is desired to obtain pressure therein:Cut-out valve 22 in the check valve 16 is first thrown open so as toallow the fluid to pass from the cylinder 7 through the port 20 into theSuch fluid will pass whenever the engine is running and explosionsoccur. From pipe the pipe 24 to the compression retaining valve 9 anditwill then pass into the port 25 lifting the diaphragm 34 so that theneedle valve 27 is lifted from its seat. Thefl-uid will then passintojthe port 26 and thence through the pipes 36 and '37 into the fluidreservoir 13. A compression of any predetermined amount may bemaintained in the spring 28which governs the diaphragm 34 and the needlevalve 27. Thisregulation is obtained by means of the adjustable plug 29.

It is well known thatthe pressure of the fluid in explosive enginesbefore explosion is less than during and after the explosion.'

I We have already indicated that the pressure cient to pass through thepressure retaining retaining valve 9 isso regulated as to maintain apredetermined pressure in the cylin ders 7 equal to the pressure of thefluid'before explosion. Clearly therefore, the pressure of the fluidafter explosion will be suflivalve 9 and the other passages justdescribed into the fluid reservoir 13 and there be stored ready for useon the machine. c

It will be evident that thewamount of pressure of fluid contained in thefluid reservoir 13 will depend upon the strength and rapidity of theexplosions in the cylinders 7 This pressure may be and usually isgreater than that des'irablefor braking purposes and we thereforeprovide the pressure reducing valve 10 which will prevent any greaterfluid pressure reaching the brake cylinder 12 thanis predetermined .bythe regulation of the-rreducing valve 10. This regulation asheretoforedescrlbed is maintainedin a similar way'to the regulation ofthe compression retaining valve 9. i

It will be'seen from the foregoing that the fluid pressure between thevalve 10 and the brake cylinder 12 is maintained at any predeterminedpressure all of the time.

The automobile being assumed to be stand- A tight union is made possiblebe- 23 the fluid will be conducted bythe tension on the still the firstaction ofthe driver will be to, throw the handle 54 over to the positionindicated by the line F. This will move the plug valve 53 so that theport 57 will register with the port 56 and the port 55 will registerwith the port 62 which latter port leads directly to the atmosphere. Theport 56 will likewise register with the port 58. Fluid will then passfrom the fluid reservoir 13 through the pipes 37 and 38, thence ingthrough the pressure reducing valve '10, pipe 52, ports 57, 56 and 58,pipe 79 into the brake cylinder 12. This will drive the piston head 66against the pressure of the spring 75 up to the cylinder head 76. Thusthe piston rod 67 will draw back the arm 7 0 of the bell crank to thesubstantially vertical position shown in dotted lines in Fig. 2 thusoperating the lever 73 and driving the clutch mechanism into a coupledposition. The fluid which is between the piston head 66, and thecylinder head 76 will be conducte therefromthrough the pipes 65 ports61,

suming now that it is desired to throw out 'the clutch: The driver movesthe handle 54 to the position indicated by the line B. This makes theport 57 register with the port 55 and the latter registers with the port60. At the same time the port 58 registers with the port 56 and thelatter registers with the port 59 which leads to the atmosphere. .By.this movement of the handle 54 and theplug' valve 53 fluid canpassfromthe fluid reservoir 13 through the pipes 37 and 38, the pressurereducing valve 10, the pipe 52, ports 57, 5'5 and 60, pipe 91, ports 89,86 and 90, pipes 92 and 65 into the'brakecylinder 12. This will not'seatthe valve 87 on its seat in the port 86si nce the spring 83 is'sufliciently strong to prevent the pressure which is maintained throughthis pipe 91 from seat- 1ng ducted through the passages described will 4and 64 and 55 and 62 to the atmosphere. 'Asthe valve 87 on its seat. Thefluid con- 67 so that-itwill throw the arm 70 of the,

bell crank70 toward the position shown in the upper dotted lines in Fig.2.

The travel of the piston head 66 from the position shown in full linesin Fig. 2 or fromthe cylinder head 76 up pastthe pipe 80 is necessarybefore the clutch is thrown out. During the travel of the piston head66- just past the pipe 80 the piston rod 67 throws the arm 7 0 of thebell to and just crank 70 from its lowest position indicated in dottedlines in Fig. 2 to the,highest position similarly indicated" in thatfigure. Meanwhile the pin 68 will be driven from the part 69 of the slot69 to the straight part-69 of that slot, thus disconnecting the clutchmechanism. After the piston head 66 has passed the pipe 80 the fluidwhich was conducted through the passages described into the brakecylinder 12 will be thence conducted through the pipe 80 and the port 81into the valve chamber 95. The pressure on the diaphragm 84 togetherwith the pres sure on the valve 87 will be sufficient to seat the valve87 in the any further fluid from passing into the brake cylinder 12.This will stop the travel of the piston head 66 and prevent theapplication of the brakes. The fluid between the piston head 66 and thecylinder head 78 will be driven from the brake cylinder 1 through thepipe 79, ports 58, 56 and 59 to the atmosphere. If now it is desired toapply the brake to the vehicle, the driver throws the handle 54 to theposition inclicated by the dotted line at A. This will move the plugvalve 53 so that the port 57 will register with the port and the latterwill register with the port 61. At the same 1 time the port 56 willregister with the ports 58 and 59. This will allow the fluid to travelfrom the fluid reservoir 13 through the pipes 37 and 38, the pressurereducing valve 10, pipe 52, port 57, port 61, pipes 64, and 65 into thebrake cylinder 12. This will drive the piston head 66 toward thecylinder head 78'and during this movement the pin 106 will engage withthe inner end of the slot 107'in the lever 104. As long as the pin 68 isin the straight portion 69 of the slot 69 the clutch will be locked inthe uncoupled position. \Vhile the pin 68 is traveling through thestraight portion 69 of the slot 69 from left to right it will rotate thelever 105 about its fulcrum and thereby levers 104, 103, 102 and 101will be actuated so that the brake 74 of the vehicle will be applied. Ifnow it is desired to release the brakes, the driver moves the handle 54from the osition indicated by the line A to the position indicated bythe line D. This moves the plug valve 53 so that the port 55 registerswith the ports 61 and 62 and the port 56 registers with the ports 58 and59. It will be clear from the foregoing description that this positionof the plug valve will allow the release of the air in the pipes 79, 64,and 91 to the atmosphere thus allowin the piston head 66 to go back toits normal position as indicated in full lines in Fig. 2.

It will be clear from the foregoing description that it will beimpossible to set up the brakes without throwing out the clutch. If nowthe driver desires not to maintain the full fluid pressure on the brakesbut only keep them lightly set, he can move his handle 54 to theposition marked 'A and then quickly move it back tothe position marked0. 'This will move the plug valve 53 so as to set the brakes up at theredetermined pressure and then will move t e plug valve 53 so that theports 55 and 56 do not comimunicate with any of the ports 60, 61, 57,58, 59 or 62. This will maintain the presport 86 and thusprevent' surewhich is allowed to 0 into the brake cylinder 12 when the hand e 54 isin the position indicated at A. Movement of the handle 54 from theposition marked 0 to that marked D and immediately back to the positionmarked C will release some of the pressure in the brake cylinder 12 andthus it too great a pressure is put uponthe brakes when the handle 54 isin the position marked A, some of that pressure can be released bymovement of the handle 54 from theC posltion to the D position and backagain as just described.

It will be apparent from the foregoing description that we are able tomaintain on the brakes of the vehicle any desired fluid pressure and torelease and set the brakes very quickly and likewise to couple anduncouple the clutch mechanism without in any way affecting the brakecontrol and maintain the clutch mechanism in its coupled or uncoupledposition as desired.

It will be evident to those skilled in the art that our efficient,easily operated and would work as well on a heavy car with high horsepower as on a lighter car.

By means of the construction described, we are able to obtain a 'veryefficient control and maintain any desired pressure without the-use ofan air pump.

By means of our invention the car driver is relieved of the hard metalexertion required in-the ordinary high power automo biles where it isnecessary to keep the clutch medchlanism uncoupled by means of a foot pThe many other advantages resulting from the use of our invention willbe clear to those skilled in the art.

Having thus described our invention what we claim is:

1. In an automobile brake mechanism, the combination with the enginecylinders and engine exhaust fluid controlling means; of an exhaustfluid reservoir, a check valve placed between said engine cylinders andsaid reservoir and a pressure reducin valve placed between saidreservoir and sald fluid controlling means.

2. In an automobile brake mechanism,the combination with the enginecylinders and engine exhaust fluid controlling means; of an exhaustfluid reservoir, a compression retaining valve placed between saidcylinders and said controlling means, a check valve placed between saidcylinders and said coinpression retaining valve and a pressure reaircontrolling means is simple,

ducing' valve placed between said reservoir Y and said'controllingmeans.

3. In an automobile brake mechanism, the combination with the enginecylinders and engine exhaust fluid controlling means of an exhaust fluidreservoir, means between said reservoir and said engine cylinders for Iing valve and said cylinders,

' cylinders,

- in each end of and promoting through maintaining the propercompression in the said engine cylinders, means placed between saidfluid reservoir and said controlling means for maintaining apredetermined pressure of the exhaust fluid passing through saidcontrolling means and check valves placed between said cylinders andsaid means for maintaining the compression in said cylinders.

4:. In an automobile brake mechanism, the combination with the enginecylinders and brake mechanism; of an engine exhaust fluid reservoir, acompression retaining valve between said. fluid reservoir and saidengine cylinders, check valves between said retainengine exhaust fluidcontrolling means between said reservoir and said brake mechanism andmeans for operating said brake mechanism whereby the brakes may be setor released.

5. In an automobile brake mechanisnnthe combination with the enginecylinders and brake mechanism, of an engine exhaust .fluid reservoir, acompression retaining valve between said fluid reservoir and said enginecylinders, check valves between said retaining valve and said cylinders,engine'exhaust fluid controlling means between said reservoir and saidbrake mechanism, an exhaust fluid cylinder, a piston'movable in saidcylinder, means connectingsaid piston to said brake mechanism, pipesconnecting each end of said fluid cylinder to said controlling meanswhereby the brakes may be set or released.

6. In an automobile brake mechanism,'the combination with the enginecylinders and brake mechanism; of .an' engine exhaust fluid reservoir,a-compression retaining valve between saidfluidreservoir and said enginecheck valves between said retaining valve and said cylinders, engine'-exhaust fluid controlling means between said reservoir and said brakemechanism, an exhaust fluid cylinder, a piston movable in said cylinder,a piston rod secured to said piston one end of said fluid cylinder,levers connecting said piston rod with said brake mechanism,

trolling means whereby thelbrakes may be set or released,v I

7. In an automobile brake mechanism, the

combination with the engine cylinders and brake mechanlsm; of an exhaustfluid resercups'b'etween said cylinders and said reservoir, cut-outvalves in sald 'comblned check valves and prlmmg cups, an,eng1ne exhaustfluid controlling valve'between-said reservoir and said brakemechanism,=an exhaust fluid cylinder, a piston mounted upon a piston rodmovablein said fluid cylinder, aspirals ring said fluid cylinder andearing. against. said pistonflevers connecting I clutch has pipesconnecting each end of said fluid cylinder to-said con'-.

' straight portion,

- ing said bell crank said' piston rod with said brake mech an'1sm,,pipes connectlng each end of sald fluid cyli inder with separateconnections on sa1d con set or released. v

8'. In an automobile clutch and brake mechanism, cylinders and clutchand brake mechanisms; of an engine exhaust fluid reservoir, check valvesbetween said fluid reservoir and said cylinders, engine exhaust fluidcontrolling 1 means between said reservoir and said clutch and brakemechanism and means for operating said clutch and brake mechanismswhereby the clutch maybe engaged or disengaged and the brake set onlyafter the been disengaged or released before the clutch is engaged.

9. In an automobile clutch and brake mechanism,the combination with theengine cylinders and clutchand brake of an engine exhaust'fluidreservoir, a compression retaining valve placed between said fluidreservoir and said engine cylinders, check valves between said fluidreservoir and said engine cylinders, engine exhaust fluid controllingmeans between said reservoir and said clutch and brake mechanisms, anexhaust fluidv cylinder, a piston' movable 1n said cylinder, meansconnecting said piston to said clutch mechanism, means connecting saidpiston to said brake mechanism, and pipes connecting each inder to saidcontrolling means whereby the clutch may be engaged or disengaged andthe brake set only after the clutch has been disengaged or releasedbefore the clutch is engaged.

mechanism, the combination with the engine cylinders and clutch andbrake mechanisms; of an engineexhaust fluid reservoir, a compressionretaining valve placed between said fluid reservoir and said enginecylinders,

check valve between said fluid reservoir 'and said engine cylinders,engine exhaust fluid controlling means between said reservoir and saidclutch and brake mechanisms,

an exhaust fluid. cylinder, a piston movable in said cylinder, a pistonrod secured to said the combination with the engine end of said fluidcyl- .trolling valves whereby the brakes may be mechanisms;

In an automobile clutch and brake piston and projecting through-one endof said fluid cylinder, a bell'cranklever provided with a. slot havingan angular. and arod and engaging engaged or disengaged-andthe brake setslot, pipes connecta pin carried by said piston the angular portionofonly after the clutch has beendisengaged or released before the clutchis engaged.

11. In an automobile clutch and brake mechanism. the combination withengine cylinders, clutch and brake mechanisms; of an exhaust fluidreservoir, combined check valves and priming cups between said cylinderand said reservoir, cut-out valves in said combined check valves andpriming cups, engine exhaust fluid controlling valve between saidreservoir and said clutch and brake mechanisms, an exhaust fluidcylinder, a piston mounted upon a piston rod and movable in said fluidcylinder, a spiral spring in each end of said fluid cylinder and bearingagainst said piston, a bell crank lever provided with a slot having anangular and a straight portion, a pin carried by said piston rod andengaging said slot, levers connecting said bell crank with said clutchmechanism and operable only when said pin is traveling through theangular portion of said slot, levers connecting said pin with said brakemechanism and operable only when said pin is traveling through thestraight portion of said slot, pipes connecting each end of said fluidcylinders to separate connections on said controlling valve whereby theclutch may be engaged or disengaged and the brake set only after theclutch has been disengaged or released be- ,fore the clutch is engaged.

12. In an automobile clutch and brake mechanism, the combination withengine cylinders, clutch and brake mechanisms; of compression retainingmeans, check valves between said retaining means and said enginecylinders, a pressure reducing valve, an engine exhaust fluid reservoirbetween said retaining means and said pressure reducing valve and meansfor controlling the operation of said clutch'mechanism and said brakemechanism.

l3.In an automobile clutch and brake mechanism the combination withengine cylinders, clutch and brake mechanisms; of engine exhaust fluidcontrolling means, ex-

haust fluid cylinder provided with a piston and piston rod, pipeconnections between said engine'cylinders and said controlling means andbetween said controlling means and each end of said fluid cylinder, aclutch ipe connections between said clutch control ing valve and saidfluid cylinder at some intermediate point in the length thereof, pipeconnections between said clutch controlling valve and said fluidcontrolling valve and means connecting said piston rod with said clutchmechanism and said brake mechanism whereby the clutch may-be en aged ordisengaged and the brake set'only a ter the clutch has been disengagedor released before the clutch is engaged.

14. In an automobile clutch and brake mechanism, the combination withthe engine cylinders, clutch and brake mechanism; of an engine exhaustfluid reservoir, check valves in the connection between said enginecylinders and said reservoir, an engine exhaust fluid controlling valve,a pressure reducing valve placed in the pipe connection between saidreservoir and said fluid controlling valve, an exhaust fluid cylinderprovided with a piston and piston rod, pipes connecting each end of saidfluid cylinder and said fluid controlling valve, a clutch controllingvalve, a pipe connection between said clutch controlling valve and saidfluid cylinder at some intermediate point in the length thereof, a pipeconnection between said clutch controlling valve and said fluidcontrolling valve, a bell crank lever provided with a slot having anangular and a straight portion, a pin carried by said piston rod andengaging said slot, levers connecting said pin to said clutch mechanismand levers connecting said bell crank with said brake mechanism wherebythe clutch may be engaged or disengaged and the brake set only after theclutch has been disengaged or released before the clutch is engaged.

15. In an automobile clutch and brake mechanism, the combination withengine cylinders and an engine exhaust fluid reservoir of a compressionretaining valve placed in the pipe connection between said enginecylinders and said reservoir comprising a body provided with a portpassing through it, means for connecting piping to and from said port, adiaphragm mounted in said body and exposed to the entrance side of saidport, a needle valve carried by said diaphragm and seated within saidport, means for normally holding said needle valve upon its seat andmeans for regulating the pressure of said needle valve on its seat.

16. In an automobile clutch and brake mechanism, the combination withthe engine cylinders, an engine exhaust fluid reservoir and engineexhaust controlling means; of a. compression retaining valve placed inthe pipe connecting said reservoir to said engine cylinders, a pressurereducing valve placed in the pipe connecting said reservoir to saidfluid controlling valve, comprising a valve body provided with inlet andoutlet ports, a diaphragm placed within a valve chamber in said valvebody, a valve stem carrying said diaphragm and vertically movable insaid body, a valve,mounted in said inlet port which normally tends toseat itself and which normally is in contact with said valve stemcarrying said diaphragm, said valve stem and said valves being soarranged that when the pressure on said diaphragm is reduced said valvestem will force said valve away from its seat and when said pressure onsaid diaphragm is increased said ports,

- valve stem will allow said valve to seat 1tseland means for connectingpipes to said gine exhaust fluid controlling means; of an exhaust fluidcylinder, means connecting the piston rod of said fluid cylinder withsaid clutch and brake mechanisms and a clutch controlling valve placedin one of the pipe connections between said fluid cylinderand said fluidcontrolling means comprising a valve casing provided with inlet andoutlet inlet and outlet ports, a diaphragm placed within the valvechamber in said body, said valve chamber being connected to the fluidcylinder at a point intermediate the length thereof by means of piping avalve stem carrying said diaphragm, a valve carried by said valve stem,means fornormally holding said valve away from its seat and means forconnecting said exhaust fluid controlling valve with said fluid cylinderwhen said valve is away from itsseat and for disconnecting said fluidcontrolling means and said fluid cylinder when said valve is on itsseat. 18. In an automobile clutch and brake mechanism, the combinationwith the engine cylinder, an engine exhaust fluid reservoir, an engineexhaust fluid controlling means and clutch and brake mechanisms; of anexhaust fluid cylinder placed between and connected to said fluidcontrolling means and said clutch and brake mechanism, comprising apiston traveling within said fluid cylmeans for connecting pipes to saidinder, a piston rod secured to said piston and being provided at itsouter end with a pin, a bell crank lever provided with a slot having anangular portion and a straight portion in which is slidably disposedsaid pin, means connecting said clutch mechanism with said said pin withsaid brake mechanism whereby the clutch may be enga ed or disengaged andthe brake set only aIter-the clutch has been disengaged or releasedbefore the clutch is engaged.

19. In an atomobile clutch and brake mechanism, the combination with theengine cylinders,

fluid cylinder; of an engine exhaust controlling means, comprising acasing, a plug valve rotatable within said casing and means for rotatingsaid plug valve so that fluid can be conducted from said fluid reservoirto said fluid cylinder for disengaging the said clutch mechanism andapplylng the said brake mechanism, or for releasing the said brakemechanism and engaging the said clutch mechanism, or for operating thesaid clutch mechanism or said brake mechanism independently of eachother.

In testimony whereof we have hereunto lever and means connecting anengine exhaust fluid reservoir, clutch and brake mechanisms and anexhaust y set our hands in the presence of'two wit- IIGSSGS.

HENRY M. KUGLER. (WILLIAM 'r. CLARK.

Witnesses:

ErHE -A. KELLY, V WALTER I-I. KELLEY.

